Tidal Energy ”Round Robin” Tests Comparisons between towing tank and circulating tank results

One key step of the industrial development of a tidal energy device is the testing of scale prototype devices within a controlled laboratory environment. At present, there is no available experimental protocol which addresses in a quantitative manner the differences which can be expected between results obtained from the different types of facilities currently employed for this type of testing. As a consequence, where differences between results are found it has been difficult to confirm the extent to which these differences relate to the device performance or to the test facility type. In the present study, a comparative ”Round Robin” testing programme has been conducted as part of the EC FP VII MaRINET program in order to evaluate the impact of different experimental facilities on the test results. The aim of the trials was to test the same model tidal turbine in four different test facilities to explore the sensitivity of the results to the choice of facility. The facilities comprised two towing tanks, of very different size, and two circulating water channels. Performance assessments in terms of torque, drag and inflow speed showed very similar results in all facilities. However, expected differences between the different tank types (circulating and towing) were observed in the fluctuations of torque and drag measurements. The main facility parameters which can influence the behaviour of the turbine were identified; in particular the effect of blockage was shown to be significant in cases yielding for high thrust coefficients, even at relatively small blockage ratios.

A direct determination of the World Ocean barotropic circulation

The time-mean Argo float displacements and the World Ocean Atlas 2009 temperature–salinity climatology are used to obtain the total, top to bottom, mass transports. Outside of an equatorial band, the total transports are the sum of the vertical integrals of geostrophic- and wind-driven Ekman currents. However, these transports are generally divergent, and to obtain a mass conserving circulation, a Poisson equation is solved for the streamfunction with Dirichlet boundary conditions at solid boundaries. The value of the streamfunction on islands is also part of the unknowns. This study presents and discusses an energetic circulation in three basins: the North Atlantic, the North Pacific, and the Southern Ocean. This global method leads to new estimations of the time-mean western Eulerian boundary current transports maxima of 97 Sverdrups (Sv; 1 Sv ≡ 106 m3 s−1) at 60°W for the Gulf Stream, 84 Sv at 157°E for the Kuroshio, 80 Sv for the Agulhas Current between 32° and 36°S, and finally 175 Sv for the Antarctic Circumpolar Current at Drake Passage. Although the large-scale structure and boundary of the interior gyres is well predicted by the Sverdrup relation, the transports derived from the wind stress curl are lower than the observed transports in the interior by roughly a factor of 2, suggesting an important contribution of the bottom torques. With additional Argo displacement data, the errors caused by the presence of remaining transient terms at the 1000-db reference level will continue to decrease, allowing this method to produce increasingly accurate results in the future.

Origin and fate of surface drift in the oceanic convergence zones of the eastern Pacific

This study investigates the structure and intensity of the surface pathways connecting to and from the central areas of the large-scale convergence regions of the eastern Pacific Ocean. Surface waters are traced with numerical Lagrangian particles transported in the velocity field of three different ocean models with horizontal resolutions that range from ¼° to 1/32°. The connections resulting from the large-scale convergent Ekman dynamics agree qualitatively but are strongly modulated by eddy variability that introduces meridional asymmetry in the amplitude of transport. Lagrangian forward-in-time integrations are used to analyze the fate of particles originating from the central regions of the convergence zones and highlight specific outflows not yet reported for the southeastern Pacific when using the currents at the highest resolutions (1/12° and 1/32°). The meridional scales of these outflows are comparable to the characteristic width of the fine-scale striation of mean currents.

Inertial dissipation method applied to derive turbulent fluxed over the ocean during the Surface of the Ocean, Fluxes and Interactions with the Atmosphere Atlantic Stratocumulus Transition Experiment (SOFIA/ASTEX) and Structure des Echanges Mer-Atmosphere, Proprietes des Heterogeneites Oceaniques: Recherche Experimentale (SEMAPHORE) experiments with low to moderate wind speed

The transfer coefficients for momentum and heat have been determined for 10 m neutral wind speeds (U-10n) between 0 and 12 m/s using data from the Surface of the Ocean, Fluxes and Interactions with the Atmosphere (SOFIA) and Structure des Echanges Mer-Atmosphere, Proprietes des Heterogeneites Oceaniques: Recherche Experimentale (SEMAPHORE) experiments. The inertial dissipation method was applied to wind and pseudo virtual temperature spectra from a sonic anemometer, mounted on a platform (ship) which was moving through the turbulence held. Under unstable conditions the assumptions concerning the turbulent kinetic energy (TKE) budget appeared incorrect. Using a bulk estimate for the stability parameter, Z/L (where Z is the height and L is the Obukhov length), this resulted in anomalously low drag coefficients compared to neutral conditions. Determining Z/L iteratively, a low rate of convergence was achieved. It was concluded that the divergence of the turbulent transport of TKE was not negligible under unstable conditions. By minimizing the dependence of the calculated neutral drag coefficient on stability, this term was estimated at about -0.65Z/L. The resulting turbulent fluxes were then in close agreement with other studies at moderate wind speed. The drag and exchange coefficients for low wind speeds were found to be C-en x 10(3) = 2.79U(10n)(-1) + 0.66 (U-10n < 5.2 m/s), C-en x 10(3) = C-hn x 10(3) = 1.2 (U-10n greater than or equal to 5.2 m/s), and C-dn x 10(3) = 11.7U(10n)(-2) + 0.668 (U-10n < 5.5 m/s), which imply a rapid increase of the coefficient values as the wind decreased within the smooth flow regime. The frozen turbulence hypothesis and the assumptions of isotropy and an inertial subrange were found to remain valid at these low wind speeds for these shipboard measurements. Incorporation of a free convection parameterization had little effect.

Altimeter estimation of sea surface wind stress for light to moderate winds

Aircraft altimeter and in situ measurements are used to examine relationships between altimeter backscatter and the magnitude of near-surface wind and friction velocities. Comparison of altimeter radar cross section with wind speed is made through the modified Chelton-Wentz algorithm. Improved agreement is found after correcting 10-m winds for both surface current and atmospheric stability. An altimeter friction velocity algorithm is derived based on the wind speed model and an open-ocean drag coefficient. Close agreement between altimeter- and in situ-derived friction velocities is found. For this dataset, quality of the altimeter inversion to surface friction velocity is comparable to that for adjusted winds and clearly better than the inversion to true 10-m wind speed.